Train-stop.



' B. R. ROACH.

mm, STOP. APPLICATION FILED FEB. 9. I915.

Patented July 20, 1915.

2 SHEETS-SHEET I.

- B. R. ROACYH.

TRAINSTOP.

APPUCATION FILED FEB. 9, 1915.

' Patented July 20, 1915'.

2 SHEETS-SHEET 2.

BENJAMIN R. BOAGH, OF VINTQN, VIRGINIA.

TRAIN-STOP.

Specification of Letters Patent.

Patented July 2031915.

Application filed February 9, 1915. Serial No. 7,076.

To 6 whom it may concern:

Be it known that I, BENJAMIN R. ROACH, a citizen of the United States of America, residing at Vinton, in the'county of Roanoke and State of Virginia, have invented new and useful Improvements in Train- Stops, of which the following is a specificatio 'This invention relates to improvements in automatic train stops and has particular application to a train stopping device whereby the propelling power of the motor car may be out, off and the brakes applied in the event oflthe engineer disregarding a danger signa In carrying out the present invention, it is my purpose to provide an automatic train stop by means of which thethrottle valve lever will be unlocked and swung to closed position to cut off the flow of steam from the steam dome of the boiler to the drive cylinders of the engine, and the pressure in the brake pipe reduced to eifect an appliaction of the brakes to the wheels.

It is also my purpose to improve and simplify the general construction of automatic train stops; to provide a train stop which will operate eificiently and eflectively under all conditions; and to produce a device of the class described which may be installed showing the motor and throttle lever and the connections between such motor and lever. Fig. 4- is a longitudinal sectional view through the motor and its support. Fig. 5 is a side elevation of the valve controlling device detached from the engine, the parts being shown on an enlarged scale. Fig. 6 is a cross sectional view through the device. Fig. 7 is a sectional view through the controlling valve showing the plug in normal or inactive position. Fig. 8 is a similar view through the valve showing the plug in active position.

Referring now to the drawings in detail, 1 designates a trackway and 2 a locomotive or other appropriate form of motor car that traverses the trackway. In accordance with my present invention, obstacles 3 are arranged along the trackway at both sides thereof and spaced apart suitable distances and controlled from the respective signals or from other traflic controlling apparatus. In the presentinstance, each obstacle 3 comprises a horizontal shaft 4 arranged longitudinally of the trackway upon one side of the particular line of rails thereof and journaled in alining bearings 5 carried by adja: cent ties of the trackway. One end of the shaft 4 is connected through suitable mechanism 6 with the signal blade of the adjacent semaphore while the opposite end of such shaft is equipped with an arm 7 disposed at right angles to the shaft and having the upper end thereof provided with a roller 8 rotatable about an axis at right angles to the track. When the signal blade goes to danger position the shaft 4 is revolved and the arm 7 swung to vertical or active position and when the signal blade is in clear position the arm 7 is disposed in hor zontal or inactive position.

Depending from the locomotive 2 or other motor car is a valve controlling device 9 comprising a horizontal base plate 10 secured to the frame of the motor car. Fastoned to the under surface of the base plate 10 adjacent to the end edges of the latter are the respective ends of a bowed spring 11 having the central portion thereof spaced apartfrom the under surface of the base plate and curved upwardly to form an eye 12, the top wall of the eye being formed with a slot 13 registering with an opening 14 formed in the base plate 10. Passed through the slot 13 and the opening 1 1 is a vertical rod 15 having the lower end thereof disposed within the eye 12 and formed with an eye 16 and through the eyes 12 and 16 is passed a pm 17 serving as a connection between the spring and the lower end of the rod 15. 15 is passed through an opening in a collar 18 and connectedv with the collar 18 atdiametrically opposite points are the upper ends of standards 19 upstanding from the base plate 10, while projecting upwardly from one of the standards 19 and secured thereto is a bracket arm 20 having the upper end thereof bent at right angles to itself as The upper end portion of the rod at 21 and formed with series of openings 22 spaced apart. Pivoted to the right an gular portion 21 of the bracket arm 20 a lever 23 having one end thereof pi'votally connected to the upper end of the rod 15 as at 2% and the opposite end connected through the medium of a link with the handle 26 of a valve 27 located in the brake pipe of the air brake system of the train. In the present instance, the rod is formed with ratchet teeth 28 andv engaging the teeth 28 is a spring actuated dog 29 pivoted to one of the standards 19 and normally engaging the ratchet teeth under the action of its sprin In practice, when the locomotive runs by a danger signal the under surface of the bowed spring 11 engages the roller 8 and rides over the latter with the ellect to slide the rod 15 upwardly and in the upward movement of the rod 15 the lever 23 is swung about its pivotal connection with the bracket arm 20 thereby pulling: the link 2:) and operating the valve 27. As the rod 15 moves upwardly the ratchet teeth 28 pass the dog 29 and the latter engages the adjacent tooth when the rod is relieved of the influence ot the arm 7. Thus, the rod 15 is held in elevated position and the valve 27 maintained in operated position.

30 designates the throttle valve lever of the locomotive and pivoted to the throttle valve lever adjacent to the tulerumed end thereof is the forked or bifurcated extremity 31 of a lever 32 projectng outwardly from the throttle lever. Secured to the lever 32 adjacent to the forked end thereof is a pin 33 disposed within a slot 34: formed in one end portion of a link 35 pivotally coni'iectcd. with the latching dog of the throttle lever as at 36. In the initial swinging," movement of the lever 32, the pin 32% engages one end wall of the slot ill in the link 35 and moves the latter to slide the latching don ot the throt tie lever out of eiipja aemei'it wilh the teeth on the quadrant and immediately succeeding: this movement ol' the latching do under the action of the link, the inner end wall of the bifurcated portion 31. ot the lever 32 engages the adjacent edge of the throttle lever 30 so that such lever will be swung; to valve eloslug position in the continued movement oli the lever 32; lo the present instance. the quadrant oi. the throttle lever 30 is fixed to a stud carried by the adjacent end of the boiler as shown in l i n'. I), the stud holding: the quadrant slatiouary relatively to the lever.

37 designates a motor con'iprisinfi a cylin- (lcr 38 in which is mounted for rectilinear movement a piston ill? having a piston rod fil projecting outwardly through one end wall of the cylinder 38 and having the outer end thereof connected with the lever 32. ln the present instance, this cylinder 38 is formed,

ine'wao at diametrically opposite points, with true nions ll disposed centrally of: the cyliiujler and journaled in alining bearings 42 carried by an appropriate support "l3. Seen red within an opening in the support 43 at the center of the cylinder 33 is one endot a pipe ll and swivelcd to such end of the pipe. I! is one extremity of a pipe 4.5, the pipe if) having the remaining end thereof leading into the end of the cylinder 538 remote from the piston rod 40. As air or other fluid is admitted to the particular end of the cylinder through the pipes H and lo, the piston 21%? is moved in the cylinder toward the oppo site end ol' the lattc' and in this movement of the piston motion is iu'ipartcd to the lever 32 through the medium of the piston. rod ll) thereby uulatcliiug the throttle valve lever and swinging: the latter to v: lve closmg: position as previously described. A

coiled expansion spring H3 is preferably dis posed within the cylinder 38 between the piston 39 and the end ol the cylinder through which the rod ll) passes and this spring is compressed by the piston in the mo ement of the latter under the action of lhe fluid so that when the fluid is released from the cylinder the spring will react to restore the piston to normal position. In the outward movement 01 the piston under the action of the air the cylinder 38 swings upon the trunnious 41 so that the piston rod ll) may follow the arc oF the outer end of the lever 32, as is readily apparent.

in the present instance. the. valve 27 is of the twwposition type and comprises :1, ms in; l7 formed at diametrically opposite poiuls with alinine ports l8 with which are connected the valve ends of the brake pipe. Also formed in the casing ii at diametrically opposite poiuls and disposed. in a plane at one side oi the ports l? and intersecting the laltcr are ports ill and connected with one oi the ports 49 is the rcu'mining end of the port ll while the other port 4?) opens into the atumsphcrc. llotatably mounted within the casing 37 is a plug 50 formed wilh a straight passage Bl and an angle sage 5L (lne cud ol the straight passage Til is relatively wide as compared with the remaining end thereof and in one position of llie plug the straight passage establishes communication. between the ports -l-8 so that the train line air pressure may be 1naintaincd, while in the other position of the plu; the relatively larpaa cud ol the straight pa -sage 5'1 establishes c1annumication be tween one ol the ports "l8 and the atmospheric port i and the angle passage 52 cslablislies communicalion bet ween the other port 49 and the remaining): port -19. Thus, the cylindcr 38 is placed in communication with the main air rcscrvoi r of the air brake system and the piston 38) actuated as previously described while the train line air til lllh

exhausts into the atmosphere to effect an application of the brakes.

Located in the cab of the locomotive is a hand lever and connected with the hand lever through mechanism 53 is the dog 29 and by means of the hand lever and the mechanism 53 the dog may be actuated to release the rod 15 when such action is necessary or desired.

From the foregoing description taken in connection with" the accompanying drawings, the construction, mode of operation and manner of employing my invention will be readily apparent. It will be seen that I have provided a train stop whereby the propelling power of a motor car will be cut off and the air brakes applied when the car runs by a signal set at danger, and wherein the parts are so arranged and correlated as to reduce the possibility of derangement to a minimum.

While I have herein shown and described the preferred form of my invention by way, of illustration, I wish it to be understood that I do not limit or confine myself to the precise details of construction herein described and delineated, as modification and variation may be made within the scope of the claims without departing from the spirit of the invention.

I claim:

1. In automatic train stopping apparatus, the combination with a controlling element of a motor car, of a motor for actuating said element to cut ofl the propelling power of the car, a valve controlling the operation of said motor, a controlling device for said valve comprising a base plate, a vertical rod slidably mounted within said base plate, a

bracket carried by said plate, a lever pivoted, 0

to operate said valve to place the motor in at operation. a

2. In automatic trainstopping apparatus, the combination with a controlling element of a motor car, of a motor for actuating said element to out 01f the propelling power of so the car, a valve controlling the operation of said motor, a controlling device for said valve comprising a base plate, a vertical rod slidably mounted within said base plate, a

bracket carried by said plate, a lever pivoted 53 upon said bracket, a connection between one end of said lever and said valve, a connection between the remaining end of said lever and said rod, a bowed spring having the ends secured to the under surface of said base plate, a connection between the central portion of said spring and said rod, and means for actuating said spring to elevate said rod whereby the valve will be operated to lace the motor in operation.

n testimony whereof I afiix my signature in presence of two witnesses.

BENJAMIN R. Boson.

Witnesses:

J OHN J. MCCARTHY, BURNETT S. JONES. 

